Change-speed gearing.



W. S. AUSTIN.

CHANGE SPEED GEARING.

APPLICATION FILED 111111.12, 191s.

1,091,618. Patented 11111.31, 1914.

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CHANGE SPEED GBARING.

APPLICATION FILED AUG.1z,1913.

Patented Mar. 31, 1914.

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Patented Mar.31,1914.

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WALTER S. AUSTIN, OF GRAND RAPIDS, MICHIGAN.

CHANGE-SPEED GEARING.

To all whom it may concern Be it known that I, WALTER S. AUSTIN, a citizen of the United States, residing at Grand Rapids, Michigan, have invented certain new and useful Improvements in Change-Speed Gearing, of which the following is a specification.

This invention relates to change-speed gearing especially adapted to automobiles.

In the practical construction of the change-speed gears for automobiles, various problems are encountered. The direct drive of the engine, by which I mean the direct connection by a suitable pinion on the driving shaft to the bevel gear on the axle, is most desirable. The average ratio of this pinion to the gear is in the neighborhood of 1 to 395, this proportion being intended to meet the average conditions which a car en counters. A change-gear speed box is provided in conjunction with the same fon emergency use and to provide a: reverse gear and a low gear for hill climbing and bad roads, and the direct drive vgears of such ratio as to handle the car effectively, both on the road and in heavy traiiic. This arrangement does not provide a suitable direct drive for varying conditions. A road may be in perfect condition today, and, owing to weather conditions, become heavy tomorrow, and with but a single proportion of direct drive gear the car will be working at its best under only one condition.

It is, therefore, my purpose to provide in my improved change-speed gear one direct drive of such proportion that it meets all ordinary conditions and of substantially the proportion usually adopted by manufacturers of automobiles at the present time, and to provide a second direct drive gear of such proportion as to take care of the car under favorable road conditions. By this means it will be possible to operate on one' direct drive which is ofthe average proportion for ordinary conditions which I denominate the low speed drive, and on a second direct drive of higher speedv where the conditions are more favorable, which I de- Specification of Letters Patent. Patented Mar, 31,1914

Application led August 12, 1913.

Serial No. 784,347.

nominate the high speed drive. In practice, this results in economizing fuel, saving of lubricant, and the operation under very .favorable conditions for the motor, insuring its even working, and the consequent lessening of noise and wear and tear of running the motor at excessive speeds, thereby adding materially to the life and durability ofthe car and the pleasure of riding.

Also with my mechanism it is possible to.

entirely disengage the driving pinions and permit the car to coast.

The objects of my invention are: First to provide 1n conjunction with the usual changefspeed gear box an improved mechamsm for two direct driving gears of different ratio. Second, to provide in a change gear mechanism means whereby the rotation of the idling gears will be at low speed on their bearings with consequent avoiding of noise and lessening of friction. Third, to provide in such two direct driving gears an improved arrangement of the driven gears in their relation to the differential gear housing. Fourth, to provide in such double direct driving gears an improved arrangement o f gears in which the highest speed gear is disposed in the outer position. Fifth, to provide, in conjunction with such two direct driving gears, an arrangement and disposition of the driven gears on the transverse axle whereby the clutch-operated gear will be effectively supported by a bearing on the fixed gear. Sixth, to rovide a gear construction and means especiallyl Well adapted to such additional high speed drive in t at the high speed is accomplished by a pinion meshing withthe larger of a nested pair of driven gears. Seventh, to provide in a double` driving gear structure an improved arrangement of parts for disconnecting the driving pinions and lpermitting coasting. v

Further objects, and objects relating to details and economies of construction and operation will definitely appear from the detailed description to follow.

I accomplish the objects of my invention eov . by the mechanism described in the following the accompanying drawing, forming a part of this specification, 1n which:

Figure I is a right side elevation of the l casing and connections of my improved change speed gearing, applied to a standard automobile construction. Fig. II is an enlarged detail plan view, partly' in section j and part ofthe casing removed, taken on a line corresponding to line 2 2 of Fi I. Fig. III is an enlarged detail longituinal sectional elevation view taken on the irregular line 3-3 of Fig. II, many of the parts being shown in full line. Fig. IV ifs a detail transverse sectional elevation view 'taken on a line corresponding to line 4 4' of Figs. II and V, the shafts and certain other parts being shown in full lines-.- Fig. V is a detail j sectional elevation view taken on a line cor. responding to line 5 5'of Figs. II and IV,

the differential gear parts being shown in full line. Fig.VI is an enlarged detail sectional view'on line 6 6 of Fig. V, showing details of the adjustable joint between` the gears. Fig. VII is an. enlarged detail sectional view on line 7 7 of Figs. I and II, showing details of the-lever connection for controlling the clutches within my improved changed gear structure yielding indicator. Fig. VIII is an enlarged detail sectional view taken on a line corresponding to line i 8 8 of Figs..II and III, showing details1 of the connection between the clutches and the clutch actuating means. Fig. IX is an enlarged det-ail sectional view on line 9 9 of Fig. VII, showing details of the yielding indicator. Fig. X is a detail sectional view of a modification of the driven gear clutch takenon a line corresponding to the line 4 4 of Fig.l V. Fig. XI is a detail sectional view of a second modification of the driven gear clutch, also taken on a line corresponding t the line 4 4 of Fig. V. Fig. XII is a detail transverse view of the modied driven gear clutch, taken ona line 12-12 of Fig. II. l f

In the drawing, all of the sectional views l are taken looking in the direction of the little arrows at the ends of the section lines,

and similar numerals of reference refer to similar parts throughout the several views. Considering the numbered parts of the I drawing, my improved gear changing mechanism is made use of 1n conjunction with the ,ordinary and regular transmission of an automobile, which is indicated diagrammatically in Fig. I, the gears 1, 2 and 3 being shown by dotted lines within the gear-box 4. vA connection for shifting the gears is shown and the engine shafhappears at 6.

casing3 7 and is connected by a universal joint, not here illustrated, within the casing 8. As my invention does not have to do with these parts I have not deemed it necessary to describe them in detail.

The propeller shaft 7 is within the casing 7 which casing is connected by suitable .rounds the differential gears, and my improved gear changer which ,is associated directly with the dierentialgears.- The propeller shaft 7 is connected by slip joint 7 orany suitable coupling to the short shaft 11, the-meeting rends of the shaft being square. Shaft 11 carries the driving pinion end, although the same may be made separate and secured to the said shafty in any suitable way.'4 v

J ournaled on the shaft`11 is al sleevel 13 carryingpinion 13 which is secured thereto by rivets 13a through a suitable-lange thereon. The -outer end ofV thissleeve 13 is provided with'clutch jaws 14. These are disposed to coact with a jaw clutch 15 which is kcarried on a square collar 15 that is suitably keyed or otherwise secured on the shaft 1.

which is controlled by the forked arm 17 which is connected to therock shaft 48,

seen that when the clutch 15 is' thrown in the sleeve-13 and the pinion13 will be connectthe clutch thus engages the shaftdrives both of the pinions 12 and 13. The shaft 11 is preferably supported in ball bearings 35, 36, 37, for the forward end, which are adapted and formed to receive the thrust. A ball bearing 38, 39 at the rear end is carried by "suitable cross-bar or yoke 40, or any'suitable the shaft `11, as clearly appears in Fig. III,

shaft, and the outer ring-is permitted to float in the yoke or support 40. The forceive the thrust.

-The differential gear is provided with two driven gears' 24 and 29, which are enf 'gaged and driven by the pinions 12 and 13 respectively, see Figs. II, III and IV.

The differential itself is of the usual construction and drives the divided axle 18, 19. The differential comprises gears 20, 21 and the intermediate gears 22, 22 carried Within the differential lhousing V23 which is provided with a sleeve 25 which embraces the Vinner ends of the divided axle or shaft 18, 19. The 'sleeve of the dierential .is supported in suitable ball bearings 26, 26, which and are suitably embraced by the gear cas- The propeller shaft 7 is incased in the usual clearly seen-in Fig. VII. It will thus be ed to be driven by the shaft 11 so that. when support. A collar 41 is on the rear end ofl and locks the ball bearing members to the lward bearing is especially designed to re` are retained inposition by4 collars 27, 28

flanges 9 -to thefgear casing 10 which sur- 12, preferably made integral with lts inner This clutch is controlled by clutch collar 16 ing outside. The driven gear 24v is made we integral or secured directly to t-he housing of the dierential, it being integral with the housing in this instance.

The driven gear 29 is nested into the gear 24 as clearly seen in Fig. IV, and is provided. with a suitable bushing 30 which constitutes a journal bearing and embraces a journal on the sleeve 25. 'Ihe 'face of the gear 29 is provided with clutch jaws 31 that coperate with the jaw clutch 32, see particularly Figs. II and IV. The jaw clutch 32 is disposed on a guard part of the sleeve 25 and is controlled by the collar 33, which has suitable pins extending into slots in the levers 34, 34, which are fulcrumed within the case and eXtend outwardly and are coupled by the fork 49 to the rock shaft arm 17 which is carried by the vertical rock shaft 48, already referred to in this behalf. It will thus be seen that whenever the clutch 15 is thrown in the clutch 32 will be thrown out and vice versa. lVhen clutch 15 is thrown out then pinion 12 will drive the gear 29 because the same will be suitably clutched by the clutch 32 and the differential will be driven by this means. lVhen the clutch 15 is thrown in then the clutch 32 will be thrown out and the pinion 13 will drive the gear 24 which will drive the differential and rear axle at a different rate.

The gear 29 is nested into a recess in the -face of the gear 24. rThe gear 29 is provided with an annular bearing flange whichfis secured thereto by suitable rivets 46, as clearly appears in Fig. IV. A cooperating annular bearing flange is detach- -ably and adjustably secured within the 'rel cess on the said driven gear 24. This adjustable attachment is accomplished by a double set of screws 43, 44. The screws 43, see the upper part of Fig. IV, are clamping screws and tend to draw the bearing 42 to place. AThe screws 44 are adjusting screws and enable the effective adjustment of the bearing ring 42 so that it can be adjusted to nicely engage the bearing flange 45 and thus nicely support and guide the gears 49.

By this meansv it is possible to pro-vide a very broad bearing for the gear 29 and support the same as effectively as though it was secured directly to the housing of the differential.

On the vertical rock shaft 48 I secure a spring finger 50 which cooperates with the i notched member 52, which is secured by bolts 53 to the horizontal flange of the casing, see Figs. Iv and VII. A series of notches 54 are provided on this member for the V shaped projection 51 of the said spring 50 so that the clutchactuating mechanism is retained by a yielding stop in either of its engaged positions and at a middle or neutral position when neither clutch is engaged. When neither clutch is engaged the driven axle is free to revolve without carrying with it the driving or propeller shaft, and an automobile under such conditions coasts very freely, the engine and axle being thereby disconnected. It is clear from this that various yielding stops might be provided. I have shown a simple form of such stops. An inspection of Figs. II, III and IV will show that this structure is very compact and that it is readily retained within the outer gear casing of the usual dimensions. It will also be observed that the gear ratio of the outer gear 24 and its pinion 13 is higher than that of the inner gear 24 and its pinion 12. lVhen it is remembered that this outer gear is for use under the most favorable road conditions it will be readily understood that it is of advantage to locate it in the position indicated so that the driving for the heavier work may be done by the integral pinion 12 within the circumference of the said outer gear. The variations in speed sought are readily possible by this means and it is possibleto thus nest the gears effectively together which it would not be possible to accomplish in compact space by the reversed arrangement with the high speed gear at the interior. The outer gear is of higher ratio than the inner. For convenience in claiming, I shall denominate the gears a high speed and a low speed gear. It will, therefore, be seen that the particular arrangement that I here point out secures a very compact and eifective structure, making it possible to secure the two variations of speed without substantially adding to the dimensions or weight of the usual differentialagear and connections. It will also be observed that by this arrangement, whichever gear or pinion is idle will be running at a relatively low rate of speed on its bearings, and because the wh le of the structure is immersed in oil, or v ry thoroughly lubricated, no noise whatever is occasioned by this means, and owing to the slow relative speed of the pinion, or of the gear as the case may be, there is no appre` `ciable wear upon the idle parts when idle. This is of great advantage when it is understood that these parts. vreceive the heaviest wear of any of the gears of an automobile because they do all the work all the time.

The clutches, particularly the clutch for clutching the driving gear, is capable of wide modification. In Fig. X I show a modification in which one member of the clutch, that is the member carried by the differential sleeve, is like an external spur gear, and the other member is a corresponding internal gear. The central portion of the clutch driven gear 56 is a corresponding internal gear in other respects precisely like the gear 29, except the internal gear teeth are provided at the center. The clutch member 55 is disposed upon the squared Vportion no bearing whatsoever on the sleeve ofthe differential. kIn Fig. XI I show a further modification of the clutch in which the central 'portion of the driven gear 60 is shown with a long hub 60 which is journaled upon the differential' sleeve 25. On this long hub is disposed a clutch member 58 which is controlled. by the clutch collar 33 and is f provided With pin-S59 parallel with the axis thereof, which reciprocates through aper.y 'ture Gl'inthev webportion ofthe driven gear 60 and are Vdisposed and arranged to extend into holes 62 in the differential gear housing v 22,v and thus couple the clutch driven gear.

tothe differential housing. The gear 60 is like gear 29 lexcept the hub and clutch part. These arefpossible modifications of 4the"' ':lutch device, which I have in vcontemplation for use under different circumstances. l

I desire to state that my gear changing l mechanismmay be greatly varied in its detailsv'vithoutdeparting from my invention. VI have shoivn thesame in its approved form providedwith ball bearings, and with the form of clutchesl and slip vjoint and other parts which I have found 4to be very effective in practice. I Vdesire to state, however, that these details can be varied to a great extent Without vdeparting from my invention.I vI have shown a self contained clutch mechanism entirely. WithinV the case of the structure, with thev 'exception ofthe projecting ends of the rock' shaft and the t connection thereto.- These parts .might be 40 made use of under certain conditions Without any casing, or the connections might be outside ofthe casing.

'I-have not shown a lever, or any means connected to operate'V the-',clutch.v Levers A and other means to throwclutches are common and I have not deemed it worth vvhile to'illustrate the same.

I have shown the form preferred by me, and which I desire to claim specifically,- and Iy also desire to claim the invention broadly Ias pointed out inthe appended claims.. f Having thus described my invention, what I lclaim as new and desire to secure by -Letlters'llatent is: l

1. In .a change speed .gearing forv automobiles',"t e combination of the axle, differential gearing with its-housing -and sleeve,

adriven beveled. gear secured to the differential gear housing, a second driven bev-l o eledl gear nesting with the first beveled gearA andv journaled onv the sleeve of the housing, v

afclutch for @connecting said differential housing to said second `driven gear,;a propeller shaft .with a -pinion* secured to the end thereof, meshing with the inner driven gear, a sleeve journaled on the propeller shaft with a pinion meshing Withthe outer driven gear, a clutch for engaging the said sleeve and coupling said pinion to the said propeller shaft, a suitable casing for all of t-he said gearing, a rock shaft with arm for operating the clutch for the said pinion, an

arm on the said rock shaft with connections to operate the clutch on. the sleeve of the differential housing, connected and timed so that when the one clutch is engaged the other Will be disengaged, and yielding stop meansv to retain the clutch in engaged or neutral position, coperating substantially as described for the purpose specified.

2. In a change speed gearing for automobiles, the combination of the axle, differential gearing With its housing and sleeve, a driven'beveled gear secured to the dierential gear housing, a second` driven beveled gear nesting With the first beveled gear and journaled on the sleeve ofthe housing,- a clutch for connectin said differential housing to said second driven gear, a propeller shaft with a pinion secured to the end thereof, meshing with the inner driven gear, a sleeve journaled on the propeller shaft with a pinion meshing with the outer driven gear, a clutch for engaging the said sleeve and coupling saidjpinion to the said propeller shaft, a suitable casing for all of the said gearing, a rock shaft with arm for operatingthe clutch for the said lpinion; and an arm on the said rock shaft with connections to operate the clutch on the sleeve of the differential housing, connected and timed so 4 that when the one clutch is engaged the other Will be disengagedcoperating substantially as. described for, the purpose specified. f l

3. In a change speed gearing for automobiles, thcombination of the axle, different tial gearing with its housing .and sleeve, a driven beveled gear secured to the differential gear housing, .a second driven beveled gear nestingwith the first beveled gear, a. clutch for connecting said diHercntial housing to said second driven gear, a pro-- peller shaft Withv a pinion secured tothe end thereof, meshing with the inn'erdriven gear, a sleeve journaled on the rpropeller :shaft with a pinion meshing with the outer v driven gear, aclutchfor coupling said pinion t`o the said propeller shaft,- a suitable casing for all of the said gearing, a rock shaft with arm for operating the clutch 4for the said pinion, and an arm onl the said rock shaft with connections to operate the clutch on the sleeve f the differential housing, connected and timed so that when the one clutch is engaged theother will be disengaged, co- -.operating substantially as described for the purpose specified.

4. In a change speed gearing for a motor vehicle, a driving shaft disposed longitudinally of the vehicle, a driven shaft disposed transversel thereto constituting the driven axle for said vehicle, a clutch-operated driv ing bevel gear concentric. with the driving shaft, and -a driving bevel gear fixed on the driving shaft, a bevel gear having a'bearing surface on its face and fixed on the driven shaft and meshing With the clutch-operated driving gear, a clutch-operated bevel gear having a bearing surface on its back corresponding to the bearing surface on the fixed gear and concentric with the driven shaft, and clutches for said clutch-driven gears.

5. In a change-speed gearing for a motor vehicle, a driving shaft disposed longitudinally of the vehicle, a driven shaft disposed transversely thereto constitutin the driven axle for said vehicle, a clutc -op-v erated driving bevel gear concentric with the driving shaft, and a driving bevel gear fixed on the driving shaft, a bevel gear having a bearing surface on its face and fixed on the driven shaft and meshing with the clutch-operated driving gear, a clutch operated bevel gear having a bearing surface on its back corresponding to the bearing surface on the fixed gear and concentric with the driven shaft meshing with the gear xed on the driving shaft, an end thrust bearing for said clutch-operated driving gear, and clutches for said clutch driven gears.

6. In a changespeed gearing for a motor vehicle, a driving shaft disposed longitudii nally of the vehicle, a driven shaft disposed transversely thereto, a clutch-operated driving bevel gear concentric with the driving shaft, and a driving bevel gear fixed on the driving shaft, a bevel gear fixed on the driven shaft and meshing With the clutchoperated driving gear, a clutch-operated bevel gear concentric With the driven shaft meshing with the gear fixed on the driving shaft, clutches for said clutch-driven gears, connections between the said clutches proportioned to aetuate the same alternately, whereby both clutches cannot be engaged at the same time, and a connection for actuatinor the said clutches.

I. In a change-speed gearing for automobiles, the combination with the rear axle,

differential gearing with its housing and sleeve, a driven beveled gear secured to the differential gear housing, a second beveled gear nesting with the first beveled gear and revoluble independentl thereof, a clutch member carried by t e differential gear structure for engaging the seconddriven gear, a propeller shaft with a pinion secured tothe end thereof -meshing with the inner driven gear, a second pinion supported by journal bearing on the propeller shaft,

meshing With the outer driven gear, and a clutch to connect said propeller shaft to said pinion, coperating substantially as de- 'scribed and for the purpose specified.

8. In a lchange-speed gearing for automobiles, the combination with the rear axle, differential gearing with its housing and sleeve, a driven beveled gear secured to the differential gear housing, a second beveled gear nesting with the first beveled gear and revoluble independently thereof, a clutch member carried by the differential gear structure for engaging the second driven gear, a propeller' shaft with a pinion secured to the end thereof meshing with the inner driven gear, a second pinion concentric with the pinion, meshing with the outer ldriven gear, and a clutch to connect said propeller shaft to said second pinion, cooperating substantially as described and for the purpose specified.v

9. In a change-speed gearing I for automobiles, the combination of the axle, differential gearing and a suitable housing, an outer driven beveled gear secured to said housing and an inner driven beveled gear nested with the outer beveled gear, either one or the other of which is adapted to be connected to drive the differential gearing structure to operate the said axle, a propeller shaft, an inner pinion thereon adapted to mesh With the inner driven beveled gear, andan outer pinion concentric therewith adapted to mesh with the outer beveled gear, the outer gear and pinion being of higher ratio than the inner gear and pinion, and means for coupling either the outer beveled gear and pinion, or the inner beveled gear and pinion to said propeller shaft to drive the`said axle, coperating for the pur-l pose specified.

l0. In a change-speed gearing for antoniobiles, the combination of the axle, differential gearing and a suitable housing, an outer' driven beveled gear secured to said housing and an inner driven beveled gear nested with the outer beveled gear, either one or the other of which is adapted to be connected to drive the differential gearing structure to operate the said axle, a propeller shaft, a bearing for the inner end thereof, an inner pinion thereon adapted to mesh with the inner driven beveled gear, and an outer pinion concentric therewith adapted to mesh with the outer beveled gear, the outer gear and pinion being of higher ratio than the inner gear and pinion, and means for coupling either the outer beveled gear and pinion, or the inner beveled gear and pinion to said propeller shaft to drive the said axle, eooperatinghfor the purpose specified.

1l. In a change-speed gearing for automobiles, the combination of the axle, an outer driven beveled gear and an inner driven bevthe inner eled gear nested with the outer beveled gear,

either one or the other of which is adapted.

to be connected to drive the differential gearing structure to operate the said axle, a propeller shaft, an innerpinion thereon adapted to mesh with the inner -driven beveled gear, and an outer pinion concentricv therewith adapted to mesh with the outer beveled gear,fthe'outer gear and pinion being of higher ratio than the inner gear and pinion, and means for coupling either the outer beveled gear and pinion, or the inner beveled gear and pinion to said propeller shaft to drive the said axle, coperating for the purpose specified.

12. In a change-speed gearing for automobiles, the combination of the axle, an outer.

driven beveled gear and an inner driven bevele'd gear nested with the outer beveled gear, either one or the other of which is adapted to be connected to drive the dierential gearing structure to operate the lsaid axle, a

propeller shaft, a bearing 'forthe inner end mobiles, the combination of the axle, diffen, ential gearing in a suitable housing, an outer driven beveled gear secured to said housing and an inner driven beveled gear, either one or the other of which is adapted to be connected to drive the differential gearing structure to operate the said axle, a propeller shaft, an inner pinion .thereon adapted to mesh with the inner driven beveled gear, and an outer pinion thereon adapted to mesh with the outer beveled gear, vthe outer gear and pinionbeing of higher ratio than the inner gear and pinion, and means for cou# pling either the outer beveled gear and pmion, orthe inner beveled gear and pinion to said propeller shaft to drive the said'axle,

coperating for the purpose specified.

14. In a change-speed gearing for automobiles, the combination of the axle, differential gearing in a suitable housing, an outer driven beveled'gear secured to said housing and an inner drlven beveled gear, either one or the other of which is adapted to be connected to drive the differential gearing structure to operate the said axle, a propeller shaft, a bearing for the inner end. thereof, an inner pinion thereon adapted to mesh with the inner Idriven beveledgear, and an outer pinion thereon adapted to mesh with the outer beveled gear, the outer gearl and pinion being of higher ratio than the inner gear and pinion,l and means for coupling either the outer beveled gear and pinion, or

the inner beveled'gear and pinion' to said-v propeller shaft ytovdrive the said axle, coperating for thepurpose specified.

15. In a change-speed gearing for automobiles, the combination of the dierential gearinga'nd its casing, with a driven beveled gear secured thereto, a second driven beveled gear nesting with the rst, shouldered bearing rings, with both radial and thrust bearing surfaces, secured to the meeting faces of said gears, and means for adjusting the same whereby the one gear will sup ort the other during its revolution, as speci ed.

16. In a change-speed gearing for automobiles, the combination of the differential' gearing and its casing, with a driven beveled gear secured thereto, a second driven beveled gear nesting with the first, shouldered bearing rings, with both radial and thrust bearing surfaces, secured to the meeting faces of said gears whereby the one gear will support the other during its revolution, as specified.

17. In a change-speed gearing foi` automobiles, the combination of the differential .gearing and its casing, with a driven beveled gear secured thereto, asecond driven beveled gear nesting with the first, shouldered bear- 1n sald gears, and means for adjusting the rings secured to the meeting faces of same, comprising alternating clamping and setting screws through one of the said gears whereby the one gear will support the other 'during its revolution, as specified.

18. In a change-speed gearing for -automobiles, the combination yof the differential gearing and its casing, with a driven beveled gear secured thereto, a second driven beveled gear nesting with the first, andshouldered bearing rings secured to the meeting faces of said gears, as specified.

19. In a change-speed'gearing, the combination of a drivln'g shaft, a driven sha-ft dis` posed transversely thereto, driving beveled gears on said driving shaft, corresponding driven beveled gears on the driven shaft,

clutch mechanisms for either set of gears,

and a yielding stop means to hold the i clutches inmesh or at neutral position.

20. In a change-speed gearing, the combination of a driving shaft, a driven shaft dis-y shaft, and a driving bevel gear fixed on the driving shaft, a bevel gar fixed on the driven shaft and meshing With the clutch-operated driving gear, a clutch-operated bevel gear concentric with the driven shaft meshing With the gear fixed on the driving shaft, clutches for said clutch-driven "gears, actuating means for engaging said clutches alternately and independently, whereby both 10 clutches cannot be engaged at the same time,

and a connection for actuating the said clutches.

In witness whereof, I have hereunto setV my hand and seal in the presence of two Witnesses:Y

GRACE B. THOMPSON, LUELLA G. GREENFIELD. 

